Parallel modular converter architecture

ABSTRACT

A system and method for providing power to a vehicle is disclosed. The system can include a plurality of parallel module converter modules (“modules”) each capable of supplying a predetermined electrical load. The plurality of parallel module converter modules can be networked to form a parallel module converter (“converter”) for prioritizing and allocating each electrical load to one or more parallel module converter modules. Each module can include an internal protection controller and a logic controller. The individual modules can provide power to various loads in the vehicle either alone, or in concert with other modules. The system can enable fewer power controllers to be used, saving weight and time. The controllers in the system can also be utilized at a higher level reducing unnecessary redundancy.

BACKGROUND

1. Field of the Disclosure

Embodiments of the present disclosure relate generally to powermanagement and specifically to a system and method for providingimproved modular parallel converter architecture for powering multipleloads with multiple parallel modular converter modules.

2. Background of Related Art

Modern vehicles use a large number of electronics, motors, heaters, andother electrically driven equipment. Electric motors, in particular, areubiquitous in modern vehicles, including aircraft, and power everythingfrom hydraulic pumps to cabin fans. Conventionally, each of theseelectric motors has been driven by an independent motor controller. Eachmotor controller is sized to be able to carry the maximum amount ofcurrent required to power its respective motor at full power for anextended period of time (and generally, includes some additionalcapacity for safety) without overheating or malfunctioning.

As a result, each aircraft carries an excessive number of motorcontrollers, each of which is oversized and underutilized a majority ofthe time. In other words, the motor controller includes enough capacityto run the motor at full power for an extended period of time plus asafety margin, but motors are rarely, if ever, run at full capacity.This is because the motors themselves have some safety margin built inand because, a majority of the time, the motors are operating in a lowerdemand regime (e.g., the cabin fan is not always on “High”). Inaddition, some motors are only used occasionally, or during specificflight segments, and are unused the remainder of the time. As a result,many of an aircraft's complement of heavy, expensive motor controllersspend a majority of their service life either inactive or significantlybelow their rated power outputs.

What is needed, therefore, is a system architecture that enables the useof multiple, modular, assignable, dynamically reconfigurable motorcontrollers that can work alone or in parallel with other parallel motorcontrollers to meet power control needs. The system should enable one ormore parallel controllers to be assigned to each active electrical loadin the aircraft, as necessary, to meet existing power demands. Thesystem should enable the capacity of each motor controller to be morefully utilized, reducing system weight, cost, and complexity. It is tosuch a system that embodiments of the present disclosure are primarilydirected.

SUMMARY

It should be appreciated that this Summary is provided to introduce aselection of concepts in a simplified form that are further describedbelow in the Detailed Description. This Summary is not intended to beused to limit the scope of the claimed subject matter.

Embodiments of the present disclosure relate to a modular powerdistribution and power conversion system for electrical loads. Thesystem can include a plurality of parallel module converter modules(“modules”) linked to form a parallel module converter (“converter”).Each module can be used alone, or in conjunction with other modules, tomeet a particular power demand. Modules 100 can also be assigned toloads based on the priority of the loads represented.

Embodiments of the present disclosure can comprise a first parallelmodule converter module comprising a logic processor to determine afirst pulse width modulation (PWM) frequency and duration and generate acorresponding first control signal, a motor control digital signalprocessor (DSP) to generate a PWM signal based on the first controlsignal, a gate driver to activate an inverter to produce an alternatingcurrent (AC) output signal based on the PWM signal, and a modulecommunications bus to communicate between the first parallel moduleconverter module and a second parallel module converter module.

Embodiments of the present disclosure can also comprise a parallelmodule converter comprising a first parallel module converter module toprovide a first alternating current (AC) output signal and connected toa module communications bus, a second parallel module converter moduleto provide a second AC output signal and connected to the modulecommunications bus, and a master logic controller to assign a first loadto one or more of the first parallel module converter module and thesecond parallel module converter module. In some embodiments, the modulecommunications bus can connect the first parallel module convertermodule and the second parallel module converter module. The system canalso comprise a master communications controller connected to the modulecommunications bus and the master logic controller to route messagestherebetween.

Embodiments of the present disclosure can also comprise a method ofproviding power. In some embodiments, the method can comprise connectinga first parallel module converter module and second parallel moduleconverter module, and a master logic controller with a parallel moduleconverter module communications bus, routing communications between thefirst parallel module converter module, the second parallel moduleconverter module, and the master logic controller with a mastercommunications controller, and receiving one or more load requests fromone or more aircraft systems at the master logic controller. In someembodiments, the method can further comprise assigning the one or moreload requests to the first parallel module converter module, the secondparallel module converter module, or both with the master logiccontroller. In some embodiments, the first parallel module convertermodule can provides a first AC signal and the second parallel moduleconverter module can provide a second AC signal.

Embodiments of the present disclosure can further comprise a method forproviding power comprising receiving a request for a first load from anexternal aircraft system at a master logic controller, assigning thefirst load to a first parallel module converter module with the masterlogic controller, providing a first motor control algorithm to the firstparallel module converter module with a control switching network, andconnecting the first parallel module converter module to the first loadwith a first switch of a power switching network.

Embodiments of the present disclosure can further comprise method forproviding power comprising receiving a request for a first load from afirst external aircraft system at a master logic controller, receiving arequest for a second load from a second external aircraft system at themaster logic controller, placing a first parallel module convertermodule and a second parallel module converter module in parallel with apower switching network, assigning the first load to a the firstparallel module converter module and the second parallel moduleconverter module with the master logic controller, assigning the secondload to a third parallel module converter module with the master logiccontroller, detecting an increase in the second load and a decrease inthe first load with the master logic controller, placing the secondparallel module converter module and the third parallel module convertermodule in parallel with the power switching network, and reassigning thesecond parallel module converter module to the second load with themaster logic controller.

Embodiments of the present disclosure can also comprise a systemcomprising a master logic controller to receive a first load request anda second load request from a vehicle controller, a control switchingnetwork, comprising a plurality of control algorithms, in communicationwith the master logic controller, a plurality of inverters incommunication with the control switching network for converting one ormore direct current (DC) input signals to one or more AC output signals,and a power switching network, comprising a plurality of switches toconnect the plurality of inverters to one or more electrical loads. Insome embodiments, the controller can activate a first group of the oneor more switches in the power switching network to connect a first groupof the one or more inverters to a first load in response to the firstload request and can activate a second group of the one or more switchesin the power switching network to connect a second group of the one ormore inverters a second load in response to the second load request.

Embodiments of the present disclosure can also comprise a method ofproviding power comprising receiving a request at a master logiccontroller to power a first load from a first external aircraft system,determining the power to be provided to the first load with the masterlogic controller, determining a first plurality of parallel moduleconverter module to be activated to power the first load with the masterlogic controller, determining a plurality of parameters of a firstcontrol algorithm for the first plurality of parallel module convertermodules with a control switching network, instructing a power switchingnetwork to connect the first plurality of parallel module convertermodules in parallel with the first load, and activating the firstcontrol algorithm to provide the first load to the external aircraftsystem.

The features, functions, and advantages that have been discussed can beachieved independently in various embodiments of the present disclosureor may be combined in yet other embodiments, further details of whichcan be seen with reference to the following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an electrical schematic depicting a parallel modular convertermodule (“module”) for use in a parallel modular converter in a highvoltage DC input application, in accordance with some embodiments of thepresent disclosure.

FIG. 2 is an electrical schematic depicting a module for use in aparallel modular converter in an AC input application, in accordancewith some embodiments of the present disclosure.

FIGS. 3A-3C are electrical schematics depicting a parallel moduleconverter (“converter”) using multiple modules in a high voltage DCcurrent regime, in accordance with some embodiments of the presentdisclosure.

FIG. 4 is an electrical schematic depicting an output configuration, inaccordance with some embodiments of the present disclosure.

FIG. 5 is an electrical schematic depicting an alternative module withshared controllers in a high voltage DC input application, in accordancewith some embodiments of the present disclosure.

FIGS. 6A-6C are electrical schematics depicting an alternative converterin a high voltage DC input application, in accordance with someembodiments of the present disclosure.

FIG. 7 is an electrical schematic depicting a power switching network,in accordance with some embodiments of the present disclosure.

FIG. 8 is an electrical schematic depicting a power switching network,in accordance with some embodiments of the present disclosure.

FIGS. 9A-9C are electrical schematics depicting an alternativeconverter, in accordance with some embodiments of the presentdisclosure.

FIG. 10 is an electrical schematic depicting an overall systemarchitecture for the converter, in accordance with some embodiments ofthe present disclosure.

FIG. 11 is a detailed electrical schematic depicting a control switchingnetwork and a power switching network of FIG. 10, in accordance withsome embodiments of the present disclosure.

FIG. 12 is a flowchart depicting a method of distributing power, inaccordance with some embodiments of the present disclosure.

FIG. 13 is a flowchart depicting a method for reapportioning loads to aplurality of modules, in accordance with some embodiments of the presentdisclosure.

Each figure shown in this disclosure shows a variation of an aspect ofthe embodiment presented, and only differences will be discussed indetail.

DETAILED DESCRIPTION

Embodiments of the present disclosure relate generally to powerdistribution and power conversion systems and more particularly to aparallel modular converter for distributing electrical loads without theneed for individual controllers at each electrical load. The convertercan utilize a plurality of networked parallel modular converter modules,each rated with a predetermined power capacity. A master controller, incommunication with aircraft systems and the modules, can receiverequests from various power loads (e.g., electric motors) and canallocate one or more modules to meet the requested demand.

To simplify and clarify explanation, the disclosure is described hereinas a system for allocating power on an aircraft. One skilled in the artwill recognize, however, that the disclosure is not so limited. Thesystem can also be used, for example and not limitation, withautomobiles, other types of vehicles, and in power distributionnetworks. The disclosure can be used to improve control and reduce thecost and expense of distributing power in numerous situations byreducing the number of controllers required and eliminating excesscontroller capacity.

The materials and components described hereinafter as making up thevarious elements of the present disclosure are intended to beillustrative and not restrictive. Many suitable materials and componentsthat would perform the same or a similar function as the materials andcomponents described herein are intended to be embraced within the scopeof the disclosure. Such other materials and components not describedherein can include, but are not limited to, materials and componentsthat are developed after the time of the development of the disclosure.

As mentioned above, a problem with conventional power distributionsystems is that, generally, each electrical load is provided with anindividual controller for power distribution purposes. Unfortunately,this leads to an excess of controller capacity because each individualcontroller must be rated for the maximum load that the requisiteelectrical appliance can draw. In addition, in most cases, thecontrollers are actually designed to provide some margin of safety eventhough (1) the electrical load itself (e.g., an electric motor) may havesome inherent safety margin and (2) many electrical loads are generallyused at less than full power and/or are only used intermittently.

To this end, embodiments of the present disclosure relate to a networkedsystem of modular power controllers that can be used individually or inparallel to meet existing power demands. Because every electrical loadin an aircraft will rarely, if ever, be on at the same time, the systemcan be designed with a capacity more closely related to nominal oraverage power consumption (plus some safety margin) rather than “worstcase scenario.” As a result, the number of components required,component weight, size, and cost can be reduced, system efficiency canbe improved, and improved system redundancy can be provided. In theevent of a motor controller failure, for example, the system can bereconfigured to assign the load to a functioning motor controller,improving reliability. In addition, if the loads are such that thesystem is operating at full capacity, all loads can still be powered,albeit at a reduced capacity in some cases.

As shown in FIG. 1, a building block of the system can comprise aplurality of parallel modular converter modules (“modules”) 100 that canbe networked together to form a parallel modular converter(“converter”), discussed below. In some embodiments, as shown in FIG. 1,each module 100 can comprise onboard processing. In this configuration,the module 100 can comprise at least three processors: the Motor ControlDigital Signal Processor (“DSP”) 105, the protection processor 110, andthe logic processor 115.

In some embodiments, therefore, the DSP 105 can generate, for example, ahigh-frequency gate drive pulse width modulation signal (PWM) 120 toactivate the gate driver 125. The gate driver 125 acts essentially asthe switching side of the power module 100, much like an electricalrelay. In other words, the output 180 of the module 100 is regulated bythe PWM signal 120. To determine the proper PWM signal 120, the DSP 105can utilize signals from various sensors via a signal processor 135and/or signals via a module communications bus 140, discussed below.

In some embodiments, the DSP 105 can utilize sensors including, forexample and not limitation, temperature sensors 150 and shoot-throughsensors 155 to detect potentially damaging conditions. In otherembodiments, the DSP 105 can utilize sensors including current sensors(to detect overcurrent conditions), voltage sensors (to detectovervoltage conditions), motor speed and position sensors (to detectover-speed conditions). In addition, many of these sensors (e.g.,current, voltage, rotor speed and position sensors can also be used toperform motor control). In some embodiments, the signal processor 135can condition signals from the sensors and can include an Analog toDigital Converter (ADC) 135 a. In other embodiments, the ADC 135 can bea discrete unit that connects via a communications interface to theprocessors 105, 110, 115. In still other embodiments, the ADC 135 can beintegrated into one or more of the processors 105, 110, 115.

Sensor data can comprise, for example and not limitation, module inputand output current and voltage, motor position, DC link DM (differentialmode) and CM (common mode), voltage and current, motor speed, and powermodule temperature. In some embodiments, the DSP 105 pulse widthmodulation method and output power level can be configured by the logicprocessor 115. To enable communication between module processors 105,110, 115 and controllers external to the module 100, a modulecommunications bus 140 can be utilized. In some embodiments, to enhancemodule 100 debugging and verification, for example, load sensor signalsand DSP configurations can comprise datasets to be transmitted to amaster data logger 310, as discussed below.

It is preferable, and sometimes required, to synchronize the referenceclocks between the modules 100 and the motor control DSP 105 to generatesynchronous output waveforms 180. Failure to synchronize referenceclocks can result in the motor control DSP 105 generating waveforms thatare out-of-phase from the waveforms of other modules 100. This, in turn,can potentially create short circuits, which can damage or destroy themodules 100. Variances in the high-frequency system clock of the DSP 105are relatively insignificant; however, as a few nanoseconds will havelittle, or no, effect on the output waveforms. The reference clocks arepreferably at least synchronized between parallel modules 100 (i.e.,modules 100 that are currently feeding power to the same load). In someembodiments, for very accurate synchronization, methods known in the artsuch as, for example, synchronization via fiber optic cables can beused. Fiber optic can be advantageous because it is immune to the EMInoise generated by the power module switching.

In some embodiments, the protection processor 110 can enable safeoperation of the module 100. The protection processor 110 can monitorvarious sensors for unsafe operating conditions including, but notlimited to, output AC current and voltage sensors 145, gate driver andinverter temperatures 150, and shoot-through voltage 155. In someembodiments, the protection processor 110 can also monitor, for example,motor over-speed, over-voltage (DC link), overcurrent at input oroutput, over-voltage at input and output, CM (common mode) current,excessive voltage ripple, unbalanced input/output current, open phase,and computer failure protection (e.g., if the DSP fails, the protectionprocessor 110 can disable the gate driver 125 independently). In stillother embodiments, the protection processor 110 can also compare actualPWM configuration to the commanded PWM configuration. If these signalsdo not match, the gate driver 125 can also be disabled. In someembodiments, the protection processor 110 can be directly connected tothe gate driver 125 enabling nearly instantaneous shutdowns of theinverter 160 should a fault be detected.

Module 100 input fault protection can also be provided by the protectionprocessor 110 in communication with a master protection controller 305over the module communications bus 140. Should the protection processor110 detect a fault, for example, the protection processor 110 caninstruct the master protection controller 305 to externally disable themodule 100. In some embodiments, module 100 faults can also be recordedby the protection processor 110. In some embodiments, the fault can bestored in the memory 110 a (e.g., non-volatile memory) of the protectionprocessor 110 and the module 100 can be disabled until it can berepaired or replaced. To aid in debugging, in some embodiments, theprotection processor 110 can also log some or all events with the masterdata logger 310. In this manner, information regarding module faults,communications, master logic commands and other pertinent informationcan comprise datasets for logging by the master data logger 310.

In some embodiments, the logic processor 115 can regulate the DSP 105 byconfiguring the modulation method and output power. Coordination betweenlogic processors 115 in parallel modules 100 can enable equal loadsharing and clock synchronization. As a result, each logic processor 115can communicate with the master logic controller 320 for instructions onwhich load it is assigned to power at present.

As shown, the module 100 can accept a high-voltage DC power (HVDC) thathas been rectified by an external rectifier unit. In some embodiments,the input current and voltage can be monitored by current and voltagesensors 165. The DC waveforms can be filtered by a DC electromagneticinference (EMI) filter 170, which can reduce noise on the DC bus andstabilize input current and voltage. The inverter module 160 can thengenerate AC waveforms, which can be filtered by an output AC EMI filter175, for use by the system loads. In some embodiments, additionalfilters and processors can be used to remove switching transients andsmooth the output waveform. In some embodiments, each module 100 cancomprise one small input EMI filter 170, for example, and a largeroutput EMI filter 175 for each load (connecting EMI filters in seriesimproves filter attenuation).

Current and voltage waveforms can also be monitored by additionalsensors after the output AC EMI Filter 145. In some embodiments, one ormore voltage and/or current sensors at the module 100 and one or morevoltage and/or current sensors on the load side. This can enable faultdetection in the power switching network 325, discussed below.

As shown in FIG. 2, in some embodiments, rather than using an externalrectifier, a rectifier 205 can be integrated into the module 200. Inthis configuration, the module 200 can utilize an AC power input, suchas a 3-Phase AC power input. The rectifier 205 can comprise, for exampleand not limitation, an active front end (comprising solid stateswitches) or traditional passive rectifiers (e.g., multi-pulseautotransformer rectifier units, transformer rectifier units, or dioderectifiers). This configuration can provide increased reliabilitybecause, for example, a rectifier 205 failure affects only one module200. In addition, reliability and safety are improved because there isalso a decreased circulating current between modules 200 (i.e., as eachmodule 200 can be isolated from other modules 200). Of course, thisapproach incurs a slight increase in cost, weight, volume, andcomplexity of the modules 200 as the result of the additional components205, 210. In some embodiments, additional current and voltage sensors210 can be used after the rectifier 205 to sense fault conditions.

FIGS. 3A-3C depict an overall system 300 architecture for a converter.The master controller 302 can comprise, for example and not limitation,a master communications controller 315, a master logic controller 320, amaster protection controller 305, a master data logger 310, and a powerswitching network 325. The master communications controller 315 canconnect each module, via each module's 100 module communications bus140, enabling message exchanges between modules 100. In addition,messages from the master logic controller 320 can also be routed by themaster communications controller 315 to their respective destinations(e.g., to modules 100, external aircraft systems 350, etc.).

In some embodiments, to aid debugging, messages processed by the mastercommunications controller 315 can be duplicated and transmitted to themaster data logger 310 where they are recorded for concurrent or futureanalysis. In some embodiments, the master communications controller 315can facilitate communications between the modules 100 and externalaircraft systems 350 (e.g., aircraft systems 350 external to the system300 requesting power). In some embodiments, the master logic controller320 can receive requests for loads at a specified power level (i.e.,current and/or voltage) from external airplane systems. The master logiccontroller 320 can then allocate modules 100 to fulfill power requestsby selecting and configuring the modules 100 and power switching network325 accordingly.

To ensure that any fault conditions occurring in the system 300 aredetected and interrupted, the master protection controller 305 canmonitor the inputs and outputs to each module 100 including, for exampleand not limitation, the input current and voltage waveforms of thehigh-voltage DC Bus and the low-voltage DC Bus. In some embodiments,should a fault occur, the master protection controller 305 can signalthe corresponding power switch 330 to disconnect the module 100, recordthe failure in the master protection controller memory 305 a, and send amessage of the failure to the master data logger 310. The masterprotection controller 305 can disable the module 100 until it has been,for example, repaired or replaced.

Logging of control messages and sensor readings, on the other hand, canbe handled by the master data logger 310. The master data logger 310 canrecord the data it receives to a data storage medium 335, which can bein communication via the data storage interface 310 a. In someembodiments, such as when high-frequency sensor readings are to bewritten to the data storage, high-speed high-capacity storage devicescan be used. In some embodiments, the reliability of the system 300 canbe enhanced using redundant low-voltage DC connections to the mastercontrollers (e.g., the master protection controller 305, master datalogger 310, master communications controller 315, and master logiccontroller 320) and the module's 100 processors (e.g., the motor controlDSP 105, protection processor 110, and logic processor 115).

In this configuration, the modules 100 can be powered through rectifierunits (rectifiers) 340 external to the modules 100. Each rectifier 340can power N (any number of) modules 100. Of course, decreasing thenumber, N, powered by each rectifier 340 can increase reliability, atthe expense of increased weight and complexity. As a result, if thereare M rectifiers 340, for example, this would result in a total of N*Mmodules 100. As above, the rectifier 340 can be, for example and notlimitation, an AFE, passive diode, or multi-pulse autotransformer unitrectifiers.

In some embodiments, as shown in FIG. 4, the output system 400 caninclude the power switching network 325. The power switching network 325can switch the module 100 outputs to their assigned load. Load faultidentification and interruption can be provided by the monitoring ofcurrent and voltage waveforms by the power switching network protectioncontroller 405. Should the power switching network protection controller405 detect fault conditions, it can open some or all power switchingnetwork 325 switches 410 connected to the load. In some embodiments, thepower switching network protection controller 405 can also record thefault in NVM to aid with either reclosing the switch 410 (i.e., when thefault has been corrected) or permanently disconnecting a switch 410(e.g., until it is replaced). The power switching network protectioncontroller 405 can also inform the power switching network 325 of thefault. The power switching network 325 can then open all switchesconnected to the load, thereby providing redundant system protection. Insome embodiments, the output of the system 300 can include a final stageof EMI attenuation, if required. Each load can have one or morededicated AC Output EMI filters that can filter the combined waveformsfrom all parallel modules 100. In some embodiments, the switches 410 canbe, for example and not limitation, solid state switches orelectromechanical contactors.

In some embodiments, as shown in FIG. 5, rather than multiple modulecontrollers (e.g., the motor control DSP 105, protection processor 110,and logic processor 115), the modules 100 can be primarily controlled bythe motor control DSP 105. In this configuration, transferring the logicprocessor 115 functions to the master logic controller 320 can reducethe number of processors required by the module 100. In someembodiments, this can also eliminate, for example, the powerdistribution negotiation process between each module's logic processor115. In this configuration, the motor control DSP 105 can be configuredby the master logic controller 320. Load sensor signals can betransmitted by the master logic controller 320 to the motor control DSP105, as required. In addition, system 300 reference clocksynchronization to generate synchronous waveforms can still be providedby the motor control DSP 105.

In this configuration, the protection processor 110 functions can beintegrated into the reference clock synchronization to generatesynchronous waveforms. In most cases, processing the relatively smallnumber of additional signals does not add significant burden to themotor control DSP 105. Should the motor control DSP 105 identify faultconditions, the motor control DSP 105 can disable the module 100 simplyby stopping the PWM signal 120.

In some embodiments, to reduce the bandwidth requirements of the modulecommunications bus 140, the modules 100 can also comprise a separatedata-logging communications bus 505. In this manner, the relativelyhigh-bandwidth data-logging communications can be handled by thedata-logging communications bus 505, while the controls communications510, which are relatively low-bandwidth, high reliabilitycommunications, can remain on the module communications bus 140. In thismanner, the motor control DSP 105 can be connected to bothcommunications buses 505, 510 enabling both types of communications.

In still other embodiments, as shown in FIGS. 6A-6C, the system 600 cancomprise a more prominent master logic controllers 320 and master dataloggers 310, enabling the elimination of the master communicationscontroller 315. In this configuration, the master logic controller 320can connect to every module's logic communications bus to enableconfigurations to be transmitted to the modules 100. Power distributionbetween parallel modules 100 and communication with external aircraftsystems 605 (i.e., aircraft systems external the system 600, not theaircraft) can be controlled by the master logic controller 320. Themaster data logger 310 can connect to each module's data-loggingcommunications bus 505 enabling higher frequency data logging. In someembodiments, additional connections can be made to the master protectioncontroller 305 and/or the master logic controller 320 for data storage,while the master protection controller 305 can operate substantially, asdiscussed above.

In some embodiments, as shown in FIG. 7, the system 700 can compriseload sensor signal processing that has been relocated from theindividual modules 100 to the system 300 output. In this configuration,the power switching network protection controller 405 can monitor loadsignals ensuring no faults occur (e.g., over-temperature or over-speedconditions). The power switching network protection controller 405 canrelay sensor data including, but not limited to, load temperature 705and load position 710, to the master logic controller 320 fordistribution to the modules 100.

FIG. 8 depicts an alternative module 800 architecture that eliminatesreference synchronization issues (i.e., the synchronization of referenceclocks between the modules 100, discussed above). In some embodiments,this can be achieved by relocating the motor controller DSP 105 to theMaster Control 302. As mentioned above, the motor controller DSP 105computes PWM states and then transmits them (e.g., via switch statemessages over fiber optics) to the module 800. Fiber optics can be usedfor intermodule communication, for example, to prevent data corruptionon unshielded electrical wires. In this configuration, a fiber optictransceiver 805 can receive the switch state messages.

A decoder 805 a within the fiber optic transceiver 805 can then generatean analog gate drive signal 810 for the gate driver 815. The fiber optictransceiver 805 can transmit, receive, encode, and decode signals fromelectrical domain to optical and vice versa. Fiber optics signals can beadvantageous because optical signals are immune to the EMI noisegenerated by the power switching network. Optical media can be useful,therefore, to transmit information over relatively long distances (e.g.,between modules 100).

The decoder 805 a can be a logic circuit such as, for example and notlimitation, a field programmable gate array (FPGA), complex programmablelogic device (CPLD), application specific integrated circuit (ASIC), orprocessor. The protection processor 110 can provide basic protection bymonitoring the current and voltage sensors 812,817 for the DC input andthe AC output, respectively, the temperature of module devices 820, andinverter shoot-through 825, among other things. Should a fault occur,the protection processor 110 can disable the inverter 830 and inform themaster protection controller 305 of the fault. In some embodiments, theprotection processor 110 can communicate with the master protectioncontroller 305 via the fiber optic transceiver 805. In otherembodiments, the protection processor 110 can communicate with themaster protection controller 305 via the module communications bus 140.In some embodiments, switch state messages and protection messages canbe transmitted at different frequencies to enable concurrentcommunication.

In yet other embodiments, as shown in FIGS. 9A-9C, the motor controllerDSPs 105 can be relocated from the module 100 to the master controller302. By consolidating motor controller DSPs 105, clock synchronizationis less difficult due to the close proximity of the devices (i.e., mostof the time delay element is removed from the synchronization). In someembodiments, the motor controller DSPs 105 can be placed on a modularaccessory board to facilitate repairs of the system 900. The number ofmotor controller DSPs 105 can be equal to the maximum number ofsimultaneous loads, K, to be controlled by the system 900. In thisconfiguration, each motor controller DSP 105 can calculate the PWM statethen transmit a switch state message to the modules 100, with parallelmodules 100 receiving switch state messages from the same motorcontroller DSPs 105. In some embodiments, a PWM router 905 can be usedto route the switch state messages to parallel modules 100. Sensorsignals such as, for example, load currents and voltages, can be routedto the respective motor controller DSPs 105 by a load sensors router910.

In some embodiments, the master logic controller 320 can communicatedirectly with each motor controller DSPs 105 to configure the necessarycontrol variables (e.g., pulse width and magnitude). In someembodiments, as above, fiber optic transceivers 805 can be used tocommunicate with the modules 100. Multiple wavelengths/frequencies canalso be used to enable the concurrent transmission and/or reception ofswitch state messages and module fault messages.

The architecture discussed above can provide high reliability becauseeach module's 100 controllers operate nearly independently. In mostcases, interaction with other controllers is limited to the allocationof power distribution between the logic processors 115 of variousmodules 100 and the distribution of load and power by the master logiccontroller 320. In this configuration, for example, a module 100 failurewill not affect the operation of other modules 100. In addition,communication is simplified as the module communications bus 140provides and interface between the various module processors (e.g. theDSP 105, the protection processor 110, and the logic processor 115) andthe master controllers. However this architecture can be somewhat lesscost effective and more difficult to implement. Utilization of adedicated logic controller for minimal tasks, for example, can result inunused processing power increasing module costs. Integration of logiccontroller functions into other controllers such as the master logiccontroller 320, on the other hand, would decrease costs and modulecomplexity. Implementation of synchronized reference clocks can addcomplexity and cost to the module.

The overall system architecture, including the subsystems discussed inFIGS. 1-9C, is shown in FIGS. 10 and 11, the system 1000 can control asystem of parallel modular inverters 1015 to drive multiple and/ordifferent types of AC or DC machines 1010. The system 1000 can comprisea plurality of parallel modular inverters 1015 connected in parallel,each of which is able to be configured to receive any of a pluralitycontrol algorithms 1022 a, 1022 b, 1022 c embedded in a control system1020 via a reconfigurable control switching network 1025. Each of theparallel modular inverters 1015 can be configured to drive one or moreof the plurality of AC machines 1010 on the load side via areconfigurable power switching network 1030.

This configuration enables, for example, the ability to dynamicallyreconfigure both the control switching network 1025 and power switchingnetwork 1030. In addition, any of the inverters from the pluralityinverters 1015 in parallel is accessible to drive any motor of theplurality motors 1010 (or other electrical loads) on the load side andany control algorithm of a plurality control algorithms 1022 embedded inthe system 1000 is accessible to control any of the plurality inverters1015. As a result, one or more inverters 1015 can drive one motor 1010,as necessary to meet load requirements, and/or a plurality of motors1010 on the load side can be driven at the same time, each of which canbe driven with one or more inverters 1015. In addition, a plurality ofmotors 1010 on the load side can be driven at the same time with thesame control algorithm (e.g., 1020 a) or a different control algorithm(e.g., 1020 b).

As shown in FIG. 10, the system can comprise a system controller 1035configured to communicate with a vehicle controller 1040 to, forexample, obtain operation commands from the vehicle controller 1040 andprovide system 1000 status signals to the vehicle controller 1040, amongother things. In some embodiments, the system controller 1035 can alsoreconfigure the power switching network 1030 to provide an appropriatenumber of inverter modules 1015 in parallel to drive a motor 1010 inreal time. In other words, when the load from a motor 1010 is increased,the system controller 1035 can signal the power switching network 1030to place more inverter modules 1015 in parallel. Conversely, of course,when motor load is decreased, the system controller 1035 can signal thepower switching network 1030 to disengage one or more inverter modules1015. If necessary, the system controller 1035 can then place them inparallel with other inverter modules 1015 to drive other loads 1010.

In some embodiments, the system controller 1035 can also reconfigure thecontrol switching network 1025 to provide appropriate motor controlalgorithms 1022 to one or more of inverter modules 1015 driving one ormore motor types. The system controller 1035 can provide algorithmsrelated to, for example and not limitation, field oriented control(FOC), direct torque control (DTC), voltage over frequency Control(V/F). This can be useful, for example, to efficiently drive specificmotor types (e.g., induction motors, synchronous motors, permanentmagnet synchronous motors, brushless DC motors, etc.).

In some embodiments, the system controller 1035 can also send, forexample and not limitation, motor speed, torque, or power referencevalues to corresponding motors 1010 (or motor controllers). In someembodiments, the system controller 1035 can be stored and run on anembedded controller. The system controller 1035 can comprise, forexample and not limitation a microcontroller processor, FPGA, or ASIC.In some embodiments, the system controller 1035 can use a real timesimulator/emulator or can be run in real-time.

In some embodiments, the number of motor controller algorithms 1022 canbe determined by the number of different motor loads. If the system 1000has three different types of motors 1010 to drive, for example, thenthree motor controller algorithms 1022 can be developed, with each motorcontrol algorithm 1022 specific to the motor load. Of course, if allthree motors 1010 perform the same function with the same motor, it ispossible that all three loads can be powered using the same algorithm1022.

The control switching network 1025 can dynamically configure one or moreinverters 1015 each of which can be driven by a specific controlalgorithm 1022, or a common control algorithm 1022, which is routedthrough control switching network 1025 per commands from the systemcontroller 1035. In some embodiments, time delay between signals intoand out of control switching network 1025 can be minimized to improvemotor drive performance.

The control switching network 1025 can be, for example, in a software orhardware implementation. In some embodiments, a software coded controlswitching network 1025 can be run on, for example and not limitation, anembedded controller, real-time simulator, or computer. In otherembodiments, the control switching network 1025 can be implemented usinga hardware device such as, for example and not limitation, CPLDs, ASICs,or FPGAs.

In some embodiments, the power switching network 1030 can dynamicallyconfigure one or more inverters to drive one or more motors per one ormore specific control algorithms from the system controller 1035. Insome embodiments, the power switching network 1030 can act as a shortcircuit and/or over current protection device. In this case, the powerswitches 1030 a associated with the short-circuit or over-current loadopen when a fault is detected.

The power switching network 1030 can be implemented using, for exampleand not limitation, solid state relays, mechanical relays, transistors,and other controllable power switches. Of course, the inverters 1015convert DC power to the requested AC power (e.g., at different voltagelevels, frequencies, waveforms, etc.) to drive various AC machines(e.g., AC motors 1010) per the motor algorithm 1022 and systemcontroller 1035. The inverters can comprise, for example and notlimitation, insulated-gate bipolar transistors (IGBTs),metal-oxide-semiconductor field-effect transistors (MOSFETs), andbipolar junction transistors (BJTs).

In still other embodiments, the system 1000 can assign loads based on aload priority factor. In other words, if, for example, the number ofloads requested by external aircraft systems 1040 (i.e., external to thesystem 1000) is larger than can be provided by the module 100, thesystem 1000 can assign loads by a load priority factor, with higherpriority loads being powered before lower priority loads. If theaircraft 1040 makes a request for a large load, such as to lower thelanding gear, for example, the system 1000 can temporarily reassign someor all of the modules 1015 to power the landing gear motors. When thelanding gear is down and locked, in turn, the system 1000 can reassignthe modules 1015 to their previous loads (or to now existing loads). So,for example, the cabin fan can be temporarily deactivated in favor ofthe landing gear and then restarted when the gear is down.

In some embodiments, such as when there are an excess of low priorityloads that collectively exceed the power rating of the system 1000, thesystem 1000 may power some or all of the loads at a reduced setting. Inthis manner, all loads are powered, but may operate at a lower speed orcapacity. So, for example, the aircraft cabin fans, lighting, andentertainment system may request power at the same time in excess of thesystem 1000 rating. As a result, the system 1000 can, for example,provide full power to the entertainment system, but slightly reducecabin fan speeds and lighting intensity to reduce overall power demand.

As shown in FIG. 12, embodiments of the present disclosure can alsocomprise a method 1200 for distributing power. In some embodiments, themethod 1200 can comprise receiving 1205 a load request from the vehicle(e.g., load requests from the vehicle controller 1040). The controllercan then determine 1210 if the load requested is above or below thepower rating for a single module. If the load request is below therating for a single module, the controller can assign 1220 a the load toa single module. If, on the other hand, the load is greater than asingle module can power, the controller can parallel 1215 the number ofmodules (“X”) together that are required to power the load and thenassign 1220 b the load to the X modules. The controller can thenactivate 1225 the modules providing the necessary load.

When the vehicle no longer needs the power supply (e.g., the landinggear is down), the vehicle can request 1230 that the load bedisconnected and the controller can disconnect 1235 the module, ormodules. In some embodiments, the system can also continuously orperiodically check 1240 for current system requirements and reassignmodules as required.

Example 1

In one example, each module 100 can have a 10 A rating. With ten modules100 in a converter 300, therefore, the converter can provide 100 A. Ifthe aircraft requests a 25 A load to power the hydraulic motors for thelanding gear, for example, the system 300 can determine that the loadrequires at least three modules 100, place three modules 100 inparallel, and then assign and activate three modules 100 to the load.If, during the operation of the landing gear, for example, the powerrequirements change—e.g., the power required to start the motors isgreater than the continuous power to run the motors—the system 300 canremove (or add) modules 100 as the load changes.

Similarly, as shown in FIG. 13, embodiments of the present disclosurecan also comprise a method 1300 for distributing power for multipleloads. In some embodiments, the method 1300 can comprise receiving 1305at least two load requests from the vehicle. The controller can thendetermine 1310 if the load requests are above or below the power ratingfor a single module. If the load requests are below the rating for asingle module, the controller can assign 1320 b each load to a singlemodule. If, on the other hand, either (or both) load is greater than asingle module can power, the controller can parallel 1315 a, 1315 c twoor more modules together and then assign 1320 a, 1320 c the loads to theparallel modules, as required. The system can then activate 1325 themodules. In some embodiments, the system can also continuously orperiodically check 1340 for current system requirements and reassign1320 modules as required. When the vehicle no longer needs the powersupply for one or both loads, the vehicle can request 1330 that the loadbe disconnected and the controller can disconnect 1335 the module, ormodules for that load.

Example 2

In another example, as above, each module 100 can again have a 10 Arating and ten modules 100 in a converter 300 for a total of 100 Acapacity. If the aircraft requests a first, 15 A, load to power thehydraulic motors for the landing gear, for example, and a second, 7.5 A,load to turn the cabin fan on low, the system 300 can determine that theload requires at least three modules 100. The system 300 can place afirst module 100 and a second module 100 in parallel. The system 300 canthen assign the first load to the first module 100 and the second module100 and the second load to a third module 100.

The system 300 can again continuously or intermittently check to see ifthe vehicle power requirements have changed 1340. If, during theoperation of the landing gear, for example, the power requirementschange—e.g., the power required to start the motors is greater than thecontinuous power to run the motors—and/or the vehicle requests that thecabin fan be placed on high, the system 300 can decouple 1315 c thefirst and second modules, pair the second and third modules and assign1320 c the first load (the landing gear) to the first module 100 and thesecond load (the cabin fan) to the second and third modules 100 as theload changes.

While several possible embodiments are disclosed above, embodiments ofthe present disclosure are not so limited. For instance, while severalpossible configurations have been disclosed for the parallel moduleconverter components, other suitable configurations and components couldbe selected without departing from the spirit of the disclosure. Inaddition, the location and configuration used for various features ofembodiments of the present disclosure such as, for example, the numberof modules, the types of electronics used, etc. can be varied accordingto a particular aircraft or application that requires a slight variationdue to, for example, the size or construction of the aircraft, or weightor power constraints. Such changes are intended to be embraced withinthe scope of this disclosure.

The specific configurations, choice of materials, and the size and shapeof various elements can be varied according to particular designspecifications or constraints requiring a device, system, or methodconstructed according to the principles of this disclosure. Such changesare intended to be embraced within the scope of this disclosure. Thepresently disclosed embodiments, therefore, are considered in allrespects to be illustrative and not restrictive. The scope of thedisclosure is indicated by the appended claims, rather than theforegoing description, and all changes that come within the meaning andrange of equivalents thereof are intended to be embraced therein.

The invention claimed is:
 1. A parallel modular converter comprising: afirst parallel converter module configured to provide a firstalternating current (AC) output signal and connected to a modulecommunications bus; a second parallel converter module configured toprovide a second AC output signal and connected to the modulecommunications bus; a master logic controller configured to: assign,responsive to receiving a first load request, one or more modules of thefirst parallel converter module and the second parallel converter moduleto power a first load specified by the first load request, select, basedon information indicating a type of the first load, a first controlalgorithm from a plurality of predefined control algorithms to beapplied to the one or more modules, and generate a command for a controlswitching network to route the first control algorithm to the one ormore modules; and a master communications controller connected to themodule communications bus and configured to route control messagesbetween the master logic controller and the one or more modules, whereinat least one of the first AC output signal and the second AC outputsignal are controlled responsive to the control messages.
 2. Theparallel modular converter of claim 1, wherein the master logiccontroller is configured to assign the first parallel converter moduleto power the first load, and is further configured to assign, responsiveto receiving a second load request, the second parallel converter moduleto power a second load specified by the second load request.
 3. Theparallel modular converter of claim 1, wherein the one or more modulescomprises the first parallel converter module and the second parallelconverter module, wherein the master logic controller assigning the oneor more modules to power the first load comprises: operating a powerswitching network to arrange the first parallel converter module and thesecond parallel converter module in parallel.
 4. The parallel modularconverter of claim 1, further comprising: a third parallel convertermodule configured to provide a third AC output signal and connected tothe module communications bus, wherein the one or more modules comprisesthe first parallel converter module, the second parallel convertermodule, and the third parallel converter module, wherein the masterlogic controller assigning the one or more modules to power the firstload comprises: operating a power switching network to arrange the firstparallel converter module, the second parallel converter module, and thethird parallel converter module in parallel.
 5. The parallel modularconverter of claim 1, further comprising: a master protection controllerconfigured to monitor one or more first inputs or first outputs of thefirst parallel converter module, and to monitor one or more secondinputs or second outputs of the second parallel converter module,wherein the master protection controller is further configured todeactivate, upon detecting a fault based on the monitored first inputs,first outputs, second inputs, and second outputs, at least one of thefirst parallel converter module and the second parallel convertermodule.
 6. The parallel modular converter of claim 5, wherein the firstinputs and the second inputs each comprise one or more of an inputvoltage and an input current.
 7. The parallel modular converter of claim5, wherein the first outputs and the second outputs each comprise one ormore of an output voltage and an output current.
 8. The parallel modularconverter of claim 1, further comprising: a master data logger coupledwith the master communications controller and configured to log one ormore datasets; and a data storage medium configured to store the one ormore datasets.
 9. The parallel modular converter of claim 8, wherein theone or more datasets comprise one or more of master logic controllercommands, master communications controller messages, failure messages,and sensor readings.
 10. The parallel modular converter of claim 8,further comprising: a data logging bus connecting the master data loggerand the data storage medium, wherein data logging communications arecommunicated via the data logging bus, and wherein controlcommunications are communicated via the module communications bus.
 11. Amethod of providing power using at least a first parallel convertermodule and a second parallel converter module coupled with a modulecommunications bus, the method comprising: receiving, at a master logiccontroller, one or more load requests from one or more aircraft systems;assigning, using the master logic controller, one or more modules of thefirst parallel converter module and the second parallel converter moduleto power one or more loads specified by the one or more load requests;selecting, based on information indicating types of the one or moreloads, at least a first control algorithm from a plurality of predefinedcontrol algorithms to be applied to the one or more modules; generatinga command for a control switching network to route the first controlalgorithm to the one or more modules; routing, via a mastercommunications controller coupled with the module communications bus,control messages between the master logic controller and the one or moremodules; and generating, based on the routed control messages, one ormore of a first alternating current (AC) signal using the first parallelconverter module and a second AC signal using the second parallelconverter module to thereby power the one or more loads.
 12. The methodof claim 11, wherein the one or more load requests comprises a firstload request received from a first aircraft system, the method furthercomprising: arranging, using a power switching network, the firstparallel converter module in parallel with the second parallel moduleconverter module; and assigning the first parallel converter module andthe second parallel converter module to power a first load specified bythe first load request.
 13. The method of claim 11, wherein the one ormore load requests comprises a first load request received from a firstaircraft system, the method further comprising: arranging, using a powerswitching network, the first parallel converter module in parallel withthe second parallel converter module and a third parallel convertermodule; assigning the first parallel converter module, the secondparallel converter module, and the third parallel converter module topower a first load specified by the first load request; and generating athird AC signal using the third parallel converter module.
 14. Themethod of claim 12, further comprising: detecting, using a masterprotection controller coupled with the module communications bus, afault in the first parallel converter module; arranging, using the powerswitching network, the second parallel converter module in parallel witha third parallel converter module; assigning the second parallelconverter module and the third parallel converter module to power thefirst load; and deactivating, using the master protection controller,the first parallel converter module.
 15. The method of claim 11, whereinthe one or more load requests comprises a first load request and asecond load request received from the one or more aircraft systems, themethod further comprising: assigning the first parallel converter moduleto power a first load specified by the first load request; and assigningthe second parallel converter module to power a second load specified bythe second load request.
 16. A method for providing power comprising:receiving, at a master logic controller, a first load request from anexternal aircraft system, the first load request specifying a firstload; assigning, using the master logic controller, a first parallelconverter module of a plurality of parallel converter modules to powerthe first load; selecting, based on information indicating a type of thefirst load, a first control algorithm from a plurality of predefinedcontrol algorithms; providing, using a control switching networkconfigured to route a selected control algorithm of the plurality ofpredefined control algorithms to a selected one or more of the pluralityof parallel converter modules, the first control algorithm to the firstparallel converter module; and connecting, using a first switch of apower switching network, the first parallel converter module to thefirst load to thereby power the first load according to the firstcontrol algorithm.
 17. The method of claim 16, further comprising:arranging, using the power switching network, the first parallelconverter module in parallel with a second parallel converter module ofthe plurality of parallel converter modules, wherein assigning the firstparallel converter module to power the first load further comprisesassigning the second parallel converter module to power the first load.18. The method of claim 16, further comprising: receiving, at the masterlogic controller, a second load request from the external aircraftsystem, the second load request specifying a second load; assigning,using the master logic controller, a second parallel converter module ofthe plurality of converter modules to power the second load; providing,using the control switching network, a second control algorithm of theplurality of predefined control algorithms to the second parallelconverter module; and connecting, using a second switch of the powerswitching network, the second parallel converter module to the secondload to thereby power the second load according to the second controlalgorithm.
 19. The method of claim 18, wherein one or both of the firstcontrol algorithm and the second control algorithm comprises afield-oriented control (FOC) motor control algorithm.
 20. The method ofclaim 18, wherein one or both of the first control algorithm and thesecond control algorithm comprises a direct torque control (DTC) motorcontrol algorithm.
 21. The method of claim 18, wherein one or both ofthe first control algorithm and the second control algorithm comprises avoltage over frequency (V/F) motor control algorithm.
 22. A method forproviding power using a plurality of parallel converter modules, themethod comprising: receiving, at a master logic controller, a first loadrequest from a first external aircraft system, the first load requestspecifying a first load; receiving, at the master logic controller, asecond load request from a second external aircraft system, the secondload request specifying a second load; arranging, using a powerswitching network, a first parallel converter module of the plurality ofparallel converter modules in parallel with a second parallel convertermodule of the plurality of parallel converter modules; assigning, usingthe master logic controller, the first parallel converter module and thesecond parallel converter module to power the first load, whereinassigning the first parallel converter module and the second parallelconverter module comprises applying, using a control switching networkconfigured to route a selected control algorithm of a plurality ofpredefined control algorithms to a selected one or more of the pluralityof parallel converter modules, a first control algorithm of theplurality of predefined control algorithms to the first parallelconverter module and the second parallel converter module; assigning,using the master logic controller, a third parallel converter module ofthe plurality of parallel converter modules to power the second load,wherein assigning the third parallel converter module comprisesapplying, using the control switching network, a second controlalgorithm of the plurality of predefined control algorithms to the thirdparallel converter module; detecting, using the master logic controller,an increase in the second load that would cause a rating of the thirdparallel converter module to be exceeded; detecting, using the masterlogic controller, a decrease in the first load such that the secondparallel converter module is no longer needed to power the first load;rearranging, using the power switching network and upon determining thatthe second parallel converter module has capacity to meet the increasein the second load, the second parallel converter module in parallelwith the third parallel converter module; and reassigning, using themaster logic controller, the second parallel converter module to powerthe second load, wherein reassigning the second parallel convertermodule comprises generating a command for the control switching networkto apply the second control algorithm to the second parallel converter.23. The method of claim 22, wherein detecting the decrease in the firstload comprises receiving, at the master logic controller, a request todisconnect the first load, the method further comprising: disconnecting,using the power switching network, the first parallel converter modulefrom the first load.
 24. The method of claim 22, further comprising:receiving, at the master logic controller, a request to disconnect thesecond load; and disconnecting, using the power switching network, thesecond parallel converter module and the third parallel converter modulefrom the second load.
 25. The method of claim 22, wherein the first loadrequest specifies a first load type of the first load and the secondload request specifies a second load type of the second load, whereinassigning the first parallel converter module and the second parallelconverter module to power the first load further comprises selecting thefirst control algorithm based on the first load type, and whereinassigning the third parallel converter module to power the second loadfurther comprises selecting the second control algorithm based on thesecond load type.
 26. A system comprising: a master logic controllerconfigured to receive a first load request and a second load requestfrom a vehicle controller; a control switching network in communicationwith the master logic controller, the control switching networkconfigured to output, responsive to commands from the master logiccontroller, one or more control signals according to a selected one ormore control algorithms of a plurality of predetermined controlalgorithms; a plurality of inverters in communication with the controlswitching network for converting the one or more control signals to oneor more alternating current (AC) output signals; and a power switchingnetwork comprising a plurality of switches configured to selectivelyconnect the plurality of inverters to one or more electrical loads,wherein the master logic controller is further configured to: select,based on information indicating a first type of a first load and asecond type of a second load, a first control algorithm of the pluralityof predetermined control algorithms to be applied to the first load anda second control algorithm of the plurality of predetermined controlalgorithms to be applied to the second load; activate, responsive to thefirst load request, a first group of the plurality of switches in thepower switching network to thereby connect a first group of theplurality of inverters to power the first load according to the firstcontrol algorithm, and activate, responsive to the second load request,a second group of the plurality of switches in the power switchingnetwork to thereby connect a second group of the plurality of invertersto power the second load according to the second control algorithm. 27.A method of providing power comprising: determining, using a masterlogic controller and responsive to a first request received from a firstaircraft system, a first amount of power to be provided to a first loadspecified by the first request; determining, using the master logiccontroller and based on the determined first amount of power, a firstplurality of parallel converter modules to be activated to power thefirst load; select, based on information indicating a first type of thefirst load, a first control algorithm to be applied to the firstplurality of parallel converter modules through a control switchingnetwork, the control switching network configured to route a selectedcontrol algorithm of a plurality of predefined control algorithms to aselected one or more of the plurality of parallel converter modules;determining a plurality of parameters of the first control algorithm;instructing a power switching network to connect the first plurality ofparallel converter modules in parallel with each other, and to connectthe first plurality of parallel converter modules with the first load;and instructing the control switching network to thereby apply the firstcontrol algorithm with the determined plurality of parameters to powerthe first load.
 28. The method of claim 27, further comprising:monitoring, using one or more temperature sensors, temperatures of thefirst plurality of parallel converter modules; and removing, upondetermining that a temperature of a first parallel converter module ofthe first plurality of parallel converter modules exceeds apredetermined value, the first control algorithm from being applied tothe first parallel converter module, and applying the first controlalgorithm to a second parallel converter module of the first pluralityof parallel converter modules.
 29. The method of claim 27, furthercomprising: determining, using the master logic controller andresponsive to a second request received from a second external aircraftsystem, a second amount of power to be provided to a second load;determining, using the master logic controller and based on thedetermined second amount of power, a second plurality of parallelconverter modules to be activated to power the second load; determininga plurality of parameters of a second control algorithm to be applied tothe second plurality of parallel converter modules through the controlswitching network; instructing the power switching network to connectthe second plurality of parallel converter modules in parallel with eachother, and to connect the second plurality of parallel converter moduleswith the second load; and instructing the control switching network tothereby apply the second control algorithm to power the second load.